Radio Navigation: Use of VOR: IFR Briefing I3

Radio navigation:
use of VOR
IFR Briefing I3
© CAE Inc. Proprietary Information V2.0

Content – I3
 Objectives
 Introduction
 Airborne receiver
 Airborne equipment
 Using VOR and positional awareness
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors
© CAE Inc. Proprietary Information

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Objectives
• How to use the onboard VOR equipment.

• How to determine your position by use of a VOR station.
• How to intercept and track a VOR radial.
• How is the wind affecting your interception and tracking.

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Introduction
• VOR station
• VOR = VHF Omni-directional Range
• Frequency range: 108 -118MHz (VHF)
• Range: increases with altitude (line of sight) – up to 200 NM
• Cone of confusion: overhead the station, the higher the wider
• Identification:
 3 letter morse code
 Auto identification by G1000

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Airborne receiver
• HSI
• Horizontal Situation Indicator
• Moving compass rose
• The 360° HSI contains:
− Course Deviation Indicator
− Bearing Pointers
− DME information
− Navigation source
information
− GPS indications
−…

Content – I3
 Objectives
 Introduction
 Airborne receiver
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Airborne equipment
• Course Deviation Indicator (CDI)
− VOR: 1 dot = 5°, full deflection = 10° or more
− ILS: 1 dot = 1.25°, full deflection = 2.5° or more
− Indication only accurate when “needle alive”
− Deviation bar disappears if no reception
Sliding Deviation Bar
Lateral Deviation Scale
TO/FROM Indicator
Course Pointer

Airborne equipment
• Bearing Pointers and DME indication
Bearing 2 Pointer
DME Information
Window Bearing 1 Pointer
Bearing 1 Bearing 2
Attention: the distance indicated in the Bearing
Information Information
Information
Window
Window is alwaysWindow
GPS distance
Content – I3
 Objectives
 Introduction
 Airborne equipment
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Using VOR and positional awareness
• Using NAV1 or NAV2
STANDARD WORKMETHOD
T Tune Tune the frequency

Identify station
I Identify
(G1000: VOR or ILS – check auto ident)
Set the CDI on the NAV1 or NAV2
S Set Set the course
Set the bearing 1 or 2 Pointer
D DME Select the NAV1 or NAV2 in the DME window

• Using NAV1 or NAV2
• Example: we need to intercept inbound course 300° to IWA VOR.
D
T I

• Positional awareness
STANDARD WORKMETHOD
ALWAYS VISUALIZE !
step 1 Station in the middle
step 2 Aircraft on the tail of Bearing Pointer
step 3 Read the radial with the DME

• Example: we need to intercept inbound course 300° to IWA VOR.
Current position:
R090° - 18.5 DME,
heading 240° and
proceeding to
intercept R120
inbound.

• When using only the HSI (e.g. PA28 no BRG indicator
available for the VOR)
− TISD (Set: only CDI)
− Center the CDI with a TO flag
− Station in the middle, aircraft
is on the tail of the needle.
− Read the radial (tail of the
needle) and DME to know
your position (the CDI points
to the station).

Content – I3
 Objectives
 Introduction
 Using VOR and positional awareness
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Tracking
• General
• Tracking = keeping the aircraft accurately on an inbound or
outbound course
• No wind: aircraft will stay on course if you maintain a

heading equal to your course
• Wind: fly a specific wind corrected heading that will keep you
on your track
• Even with a correct drift correction, course deviations

possible due to:
− varying winds
− bends in electronic track

Tracking
• Workmethod
STANDARD WORKMETHOD
step 1 Estimate and fly a heading corrected for drift
step 2 Detect any course deviation
step 3 Make a heading change to regain course
step 4 Apply an adapted drift correction
Back to step 2

Tracking
• Step 1
• Drift correction = XWC/SN
• Use wind vector (G1000)
• Set HDG bug on the wind corrected HDG.
• Fly accurately in middle of HDG bug.
Estimated wind
corrected heading?
(120 KIAS)

Tracking
• Step 2
• Even if just 1° off course, make a correction
• The earlier you correct, the smaller the corrections required
• Step 3
Corrections to be applied Inbound / outbound tracking
Take half of the present drift

Good side (upwind of track)
correction
Bad side (downwind of track) 3x brg error on the present HDG

Tracking
• Step 2 + 3
3 ND
IN
17
B
°
cr
Course deviation = 3° right

s
brg TO = 314°
New heading = ?
Starting tracking
brg TO = 317°
Est. Drift = 5° right
Magn. hdg = 312°

Tracking
• Step 2 + 3
3 ND
IN
17
B
°
cr

s
brg TO = 314°
New heading = 312° - 9°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking
• Step 2 + 3
3 ND
IN
17
B
°
cr

s
brg TO = 314°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking
• Step 4
• Reset HDG bug to a new wind corrected HDG
• If drifted downwind (upwind), increase (decrease) drift
correction
• Go back to step 2

Tracking
• Step 4
On track
brg TO = 317°
Magn. heading = 307°
3 ND
IN
17
B
°
cr

s
brg TO = 314°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking
Course deviation = 2° left

brg TO = 319°
3 ND
IN
17
B
New heading = ?
°
cr
On track
s
brg TO = 317°

brg TO = 314°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking

brg TO = 319°
3 ND
IN
17
B
New heading = 312°

°
cr
On track
s
brg TO = 317°

brg TO = 314°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking On track
brg TO = 317°

brg TO = 319°
New heading = 312°
On track
brg TO = 317°

brg TO = 314°
= 303°
Starting tracking
brg TO = 317°
Magn. hdg = 312°

Tracking
• Homing
• A common error is to apply only a single correction after
drifting to the bad side, leading to homing instead of
tracking.
Homing: Flight toward a NAVAID,

without correcting for wind, by
adjusting the aircraft heading to
maintain a relative bearing of zero
degrees.

Tracking
• Homing

Tracking
• To remember
• Tracking is not chasing needles
• Tracking is flying a precise HDG, corrected for wind!
• Be wind minded! Think twice!

Tracking
• Inbound tracking
• “Track radial 180° inbound TO the station”
• = course 360° to the station
COURSE
TO flag
RADIAL

Tracking
• Outbound tracking
• “Track radial 360° outbound FROM the station”
• = course 360° from the station
COURSE
RADIAL
FROM flag

Tracking
• Conclusion
• CDI points in direction of flight
• Course always on top
• Inbound: radial = tail of the needle, TO flag
• Outbound: radial = top of the needle, FROM flag

Tracking
• Station passage
• Cone of confusion / silence:
− DME stops decreasing, indication may disappear,
increases afterwards
− TO – FROM flag
− RMI needle sweeps
− Unstable CDI indication
• MAINTAIN YOUR AVERAGE HEADING! DON’T CHASE THE
NEEDLE

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Interceptions
• General
• Position the aircraft on a required radial inbound or
outbound
• Switching from one radial to another

Interceptions – Initial heading
• General
• Figure out initial interception heading
• Always visualize, don’t use tricks.
• Draw track we have to fly for the interception on the HSI.
STANDARD WORKMETHOD
step 1 Where am I, where do I go to?
step 2 How do we get there?
step 3 Apply basic rules inbound/outbound

• Inbound – inbound interception
• Intercept radial 150° inbound.
Basic rule:
30° attack on the
actual

• Inbound – inbound interception
n d iff er en c e
W he c t u a l&
n a
betwee 6 0 ° -90°
d =
require
Basic rule:
90° attack on the
required

• Outbound – outbound interception
• Intercept radial 300° outbound.
Basic rule:
45° attack on the
required

• Outbound – inbound interception
Basic rule:
30° attack on the
actual

• Inbound – outbound interception
• Also valid for outbound interception close to the station.
Basic rule:
>5NM  45° attack
on the required
<5NM  (actual –
required) /3 with
max 45°

• Summary
Interception Attack
Inbound 30° on ACTUAL
Inbound (60°-90° difference

90° on REQUIRED
between bearing and course)
Outbound 45° on REQUIRED
1/3 of difference between actual

Outbound with <5 NM from the
and required (max 45°) on
station
REQUIRED

Interceptions – Wind
• Be wind minded
• Intercept radial 150° inbound. Wind 100/20.
THINK TWICE
wind

• Be wind minded
• Intercept radial 300° outbound. Wind 180/20.
THINK TWICE
wind

• Be wind minded
• Intercept radial 270° inbound. Wind 180/20.
THINK TWICE
ind
w
• Be wind minded
• Intercept radial 120° outbound. Wind 030/20.
wi THINK TWICE
nd
Avoid
overshoot !!!

Interceptions – When to turn?
• Variables
• When we are on the interception heading, the turn away
from initial heading depends on:
1.current attack,
2.distance to/from the station,
3.airspeed,
4.wind.
• Avoid overshooting required radial!
• Interception is done with rate one, but you can adapt bank
angle.


• Current attack
• On an inbound interception, use common sense to
decrease the attack.
• Example: Intercept radial 080° inbound.
ACT – REQ is decreasing,

you can decrease the attack
to 30° on present ACT
• Current attack
• On an inbound interception, use common sense to
decrease the attack.
• Example: Intercept radial 080° inbound.

• Distance to/from the station
• When closer to the station, needle more sensitive
• Some guidelines on when to turn (@120 KIAS):
− at 3NM, turn when needle alive – follow the needle
− at 6NM, turn at ½ dot
− at 10NM, turn at ¼ dot
• Remember
− These are no RULES!!!
− Hold the DME in your scan!

• Airspeed
• The higher the airspeed, the earlier the turn must be
started.
• Wind
• Be wind minded:
− Is the wind pushing you towards the radial or away
from the radial?
− Start the interception earlier or later in function of the
wind.
− Turn to a wind corrected heading, THINK TWICE!
 Drift correction = XWC/SN
 Start with tracking

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Exercises
• Introduction
• “Chairflying”
• Make a lot of exercises at home.
• Draw the visualization, work on flight simulator.
• Time permitting, make classroom exercises.

Exercises
• Exercise 1

Exercises
• Exercise 2

Exercises
• Exercise 3
• After station passage, intercept radial 180° outbound.

Exercises
• Exercise 4

Exercises
• Exercise 5

Exercises
• Exercise 6

Exercises
• Exercise 7

Exercises
• Exercise 8

Exercises
• Exercise 9
• After station passage, intercept radial 350° outbound.

Exercises
• Exercise 10
• From present position, intercept radial 200° inbound.

Exercises
• Exercise 11
• From present position, intercept radial 200° outbound.

Exercises
• Exercise 12
• From present position, intercept radial 360° inbound.

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Airmanship
 Be wind minded
• Initial interception HDG
• When to start intercept
• Drift correction
• “Think twice”
 TISD
• Identify
• Use CDI and bearing pointer
 VISUALIZE!

Content – I3
 Objectives
 Introduction
 Tracking
 Interceptions
 Exercises
 Airmanship
 Common errors

Common errors
 Not identifying the station

 Tracking
− Close to the station: too big corrections or corrections
which are maintained to long - overshooting track
− Waiting too long before correcting (especially on inbound
tracking)
− No drift correction on initial heading, leading quickly to
drifting to the bad side
− On bad side, not properly correcting - homing
− Station passage: chasing needles

Common errors
 Interceptions
− Not visualizing, using memo technical aids - wrong
interceptions, loss of positional awareness.
− Starting the interception turn late, not taking DME or wind in
scan.
− Rolling out without drift correction


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© CAE Inc. Proprietary Information V2.0

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

• How to use the onboard VOR equipment.

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

Sliding Deviation Bar

Lateral Deviation Scale

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© CAE Inc. Proprietary Information

T Tune Tune the frequency

D DME Select the NAV1 or NAV2 in the DME window

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© CAE Inc. Proprietary Information

step 1 Station in the middle

step 2 Aircraft on the tail of Bearing Pointer

step 3 Read the radial with the DME

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

• No wind: aircraft will stay on course if you maintain a

• Even with a correct drift correction, course deviations

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step 1 Estimate and fly a heading corrected for drift

step 2 Detect any course deviation

step 3 Make a heading change to regain course

step 4 Apply an adapted drift correction

© CAE Inc. Proprietary Information

© CAE Inc. Proprietary Information

Corrections to be applied Inbound / outbound tracking

Take half of the present drift

Bad side (downwind of track) 3x brg error on the present HDG

© CAE Inc. Proprietary Information

Course deviation = 3° right

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Course deviation = 3° right

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Course deviation = 3° right

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© CAE Inc. Proprietary Information

Course deviation = 3° right

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Course deviation = 2° left

Course deviation = 3° right

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Course deviation = 2° left

New heading = 312°

Course deviation = 3° right

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Course deviation = 2° left

Course deviation = 3° right

© CAE Inc. Proprietary Information

Homing: Flight toward a NAVAID,